JP7478123B2 - Driving assistance device and vehicle - Google Patents

Description

The present invention relates to a driving assistance device and a vehicle.

There is a driving assistance device that provides driving assistance when a vehicle enters and leaves the parking lot. The driving assistance device calculates the movement route of the vehicle to enter or leave the parking lot, and moves the vehicle based on that route. When calculating the movement route of the vehicle, the driving assistance device calculates the road width that the vehicle can move along, for example, based on an obstacle located on the opposite side of the parking area.

JP 2018-030580 A JP 2021-066286 A

In recent years, driving assistance devices have been developed that remotely assist with driving into and out of a vehicle while the driver has dismounted from the vehicle. In such driving assistance devices, the driver who has dismounted from the vehicle may be recognized as an obstacle, and the road width may be calculated based on the driver. In this case, the road width may be recognized as unnecessarily narrow, and driving assistance for the vehicle may be suspended.

The present invention has been made in consideration of the above, and provides a driving assistance device and vehicle that can prevent the suspension of driving assistance even when the driver is detected as an obstacle.

In order to solve the above-mentioned problems and achieve the object, the driving assistance device of the embodiment is a driving assistance device that provides driving assistance to a vehicle having a sensor that collects surrounding information in accordance with instructions from a terminal carried by a user of the vehicle, and includes a detection unit that detects obstacles and a parking area around the vehicle based on the surrounding information from the sensor, a road width calculation unit that calculates an area between a first boundary line that includes an end of the entrance/exit side of the parking area and extends in a predetermined direction, and a second boundary line that includes an end of the first obstacle facing the end of the parking area and extends in the predetermined direction, as a road width on which the vehicle can move, and a road width calculation unit that calculates a road width on which the vehicle can move using the parking area as a starting position or a target position. The vehicle includes a path calculation unit that calculates a path for the vehicle to travel through the area between the first and second boundaries and the parking area to reach the target position, and a movement control unit that moves the vehicle along the path, and the road width calculation unit calculates a new road width as an area between the first boundary and a third boundary that includes the end of the second obstacle on the vehicle side and extends in the predetermined direction when a second obstacle is detected inside the first and second boundaries and on the second boundary side relative to the vehicle in the traveling direction of the vehicle after the driving assistance is started, and the second obstacle continues to be detected at a predetermined time when the vehicle moving on the path reaches the predetermined time.

This configuration makes it possible to prevent the suspension of driving assistance even if the driver is detected as an obstacle.

In addition, in the driving assistance device described above, the predetermined direction in which the first and second boundary lines extend is a direction parallel to the end of the parking area on the entrance/exit side. This configuration makes it possible to control the vehicle based on the parking area, which determines the extension direction of the boundary line according to the orientation of the parking area, and simplifies the processing of the driving assistance device, such as calculating the boundary line.

In addition, in the driving assistance device described above, the predetermined timing for the vehicle moving on the travel path is the timing when the vehicle changes from reverse to forward, or the timing when the vehicle changes from forward to reverse. With this configuration, it is possible to measure the timing to recheck the status of an obstacle in synchronization with the operation of the vehicle 10 during driving assistance.

In addition, in the driving assistance device described above, the predetermined timing for the vehicle moving along the travel route is a timing when a predetermined time has elapsed after an instruction to start the driving assistance is given. With this configuration, it is possible to recheck the status of obstacles at a fixed timing each time, and also to simplify the processing in the driving assistance device.

The vehicle of the embodiment is equipped with a sensor that collects surrounding information and a driving assistance device that provides driving assistance in accordance with instructions from a terminal carried by a user, and the driving assistance device includes a detection unit that detects obstacles and a parking area around the vehicle based on the surrounding information from the sensor, a road width calculation unit that calculates an area between a first boundary line that includes an end of the parking area on the entrance/exit side and extends in a predetermined direction, and a second boundary line that includes an end of the first obstacle facing the end of the parking area on the vehicle side and extends in the predetermined direction, as the road width on which the vehicle can move, and a road width calculation unit that calculates a road width between the first and second boundary lines using the parking area as a starting position or a target position. and a path calculation unit that calculates a path for the vehicle to travel through the area sandwiched between the first and second boundaries and the parking area to reach the target position, and a movement control unit that moves the vehicle along the path. When a second obstacle is detected inside the first and second boundaries and on the second boundary side relative to the vehicle in the traveling direction of the vehicle after the driving assistance is started, and the second obstacle continues to be detected at a predetermined time when the vehicle moving on the path of travel reaches a predetermined time, the road width calculation unit calculates the area sandwiched between the first boundary and a third boundary that includes the end of the second obstacle on the vehicle side and extends in the predetermined direction, as a new road width.

This configuration makes it possible to prevent the suspension of driving assistance even if the driver is detected as an obstacle.

In addition, in the above-mentioned vehicle, the predetermined direction in which the first and second boundary lines extend is a direction parallel to the end of the parking area on the entrance/exit side. This configuration makes it possible to control the vehicle based on the parking area, which determines the extension direction of the boundary line according to the orientation of the parking area, and simplifies the processing of the calculation of the boundary line in the driving assistance device.

In addition, in the above-mentioned vehicle, the predetermined timing for the vehicle moving on the travel path is the timing when the vehicle changes from reverse to forward, or the timing when the vehicle changes from forward to reverse. With this configuration, it is possible to measure the timing to recheck the status of an obstacle in synchronization with the operation of the vehicle 10 during driving assistance.

In addition, in the above-mentioned vehicle, the predetermined timing for the vehicle moving along the travel route is a timing when a predetermined time has elapsed after an instruction to start the driving assistance is given. With this configuration, the status of obstacles can be reconfirmed at a fixed timing each time, and the processing in the driving assistance device can be simplified.

FIG. 1 is a top view of a vehicle equipped with a driving assistance device according to an embodiment. FIG. 2 is a block diagram illustrating an example of an overall configuration of the driving assistance system according to the embodiment. FIG. 3 is a block diagram illustrating an example of a functional configuration of the driving assistance device according to the embodiment. FIG. 4 is a schematic diagram illustrating several examples in which the driving assistance device of the embodiment calculates the road width. FIG. 5 is a schematic diagram illustrating an example of a parking assistance operation performed by the driving assistance device according to the embodiment. FIG. 6 is a schematic diagram illustrating an example of a parking assistance operation performed by the driving assistance device according to the embodiment. FIG. 7 is a schematic diagram illustrating an example of a parking assistance operation performed by the driving assistance device according to the embodiment. FIG. 8 is a schematic diagram illustrating an example of a parking assistance operation performed by the driving assistance device according to the embodiment. FIG. 9 is a schematic diagram illustrating an example of a parking assistance operation performed by the driving assistance device according to the embodiment. FIG. 10 is a schematic diagram illustrating another example of the parking assistance operation performed by the driving assistance device according to the embodiment. FIG. 11 is a schematic diagram illustrating another example of the parking assistance operation performed by the driving assistance device according to the embodiment. FIG. 12 is a flow diagram illustrating an example of a procedure of a driving assistance process performed by the driving assistance device according to the embodiment.

Similar components in the following exemplary embodiments will be given the same reference numerals, and duplicate descriptions will be omitted where appropriate.

(Vehicle configuration example)
Fig. 1 is a top view of a vehicle 10 equipped with a driving assistance device 20 according to an embodiment. The front, rear, left and right of the vehicle 10 in Fig. 1 indicate directions when viewed from the driver's seat of the vehicle 10.

The vehicle 10 of the embodiment may be, for example, an internal combustion engine vehicle using an internal combustion engine as a drive source, an electric vehicle or fuel cell vehicle using an electric motor as a drive source, or a hybrid vehicle using both of these as drive sources.

The vehicle 10 can also be equipped with various transmissions, and various systems, parts, and other devices required to drive the internal combustion engine or electric motor. The type, number, and layout of the devices related to driving the wheels 13 on the vehicle 10 can also be set in various ways.

As shown in FIG. 1, the vehicle 10 comprises a vehicle body 12, a number of wheels 13, a number of distance measuring units 14a-14l, and a number of imaging units 16a-16d. Note that when there is no need to distinguish between the distance measuring units 14a-14l, they will simply be referred to as distance measuring unit 14. Also, when there is no need to distinguish between the imaging units 16a-16d, they will simply be referred to as imaging unit 16.

The vehicle body 12 constitutes the vehicle cabin in which the occupants ride. A plurality of wheels 13, a plurality of distance measuring units 14, and a plurality of image capturing units 16 are attached to the vehicle body 12. In the example of FIG. 1, the vehicle body 12 has four wheels 13, twelve distance measuring units 14, and four image capturing units 16. However, the number of distance measuring units 14 and image capturing units 16 attached to the vehicle body 12 is arbitrary.

The four wheels 13 are provided on the front, rear, left and right sides of the vehicle body 12. The two wheels 13 on the front side function, for example, as steering wheels, and the two wheels 13 on the rear side function, for example, as drive wheels.

The distance measuring unit 14 as a sensor is, for example, a sonar that is provided on the outer periphery of the vehicle 10 and transmits sound waves such as ultrasonic waves as detection waves and captures the detection waves reflected by objects such as obstacles present around the vehicle 10. The distance measuring unit 14 may also be a radar that transmits detection waves such as laser light, or a millimeter wave radar, etc.

The distance measuring unit 14 collects surrounding information, which is information about the surroundings of the vehicle 10, and outputs it to the driving assistance device 20. The distance measuring unit 14 collects, for example, the response time, which is the time from when a detection wave is transmitted to when it is received, as surrounding information for identifying the distance between an object and the vehicle 10. Based on the surrounding information collected by the distance measuring unit 14, the driving assistance device 20 can detect the presence or absence of obstacles, etc., around the vehicle 10 and the distance to those obstacles.

In addition, when the distance measurement unit 14 receives multiple detection waves reflected from multiple points on the target object in response to a single transmission of the detection wave, the distance measurement unit 14 may include only the response time of the earliest received detection wave in the surrounding information.

The distance measuring units 14a to 14d are provided at the front of the vehicle body 12. Of these distance measuring units 14a to 14d, the distance measuring units 14b and 14c are also called front sonar, and are provided at the front end of the vehicle 10. The distance measuring units 14b and 14c detect objects in front of the vehicle 10 and collect peripheral information in front of the vehicle 10. The distance measuring units 14a and 14d are also called corner sonar, and are provided at the corners of the front of the vehicle 10. The distance measuring units 14a and 14d detect objects on the outside in front of the vehicle 10 and collect peripheral information on the outside in front of the vehicle 10.

The distance measuring units 14e to 14h are provided at the rear of the vehicle body 12. Of these distance measuring units 14e to 14h, distance measuring units 14f and 14g are also called rear sonar, and are provided at the rear end of the vehicle 10. The distance measuring units 14f and 14g detect objects behind the vehicle 10 and collect information about the surroundings behind the vehicle 10. The distance measuring units 14e and 14h are also called corner sonar, and are provided at the corners of the rear of the vehicle 10. The distance measuring units 14e and 14h detect objects on the outside rear of the vehicle 10 and collect information about the surroundings behind the vehicle 10.

The distance measuring units 14i to 14l are also called side sonars, and are provided on the sides of the vehicle body 12. Of the distance measuring units 14i to 14l, distance measuring units 14i and 14j are provided on the front sides of the vehicle 10. Distance measuring units 14k and 14l are provided on the rear sides of the vehicle 10. The distance measuring units 14i to 14l detect objects on the sides of the vehicle 10 and collect surrounding information on the sides of the vehicle 10.

The imaging unit 16 as a sensor is, for example, a digital camera with a built-in imaging element such as a CCD (Charge Coupled Device) or a CIS (CMOS Image Sensor). The imaging unit 16 generates a moving image including multiple frame images captured at a predetermined frame rate, or a still image.

The imaging units 16 are provided on the outer periphery of the vehicle body 12 and each have a wide-angle lens or a fisheye lens, and can capture images in a range of, for example, 140° to 190° in the horizontal direction. The optical axis of the imaging units 16 is set to face diagonally downward.

As a result, the imaging unit 16 collects peripheral information by capturing images of the surroundings of the vehicle 10, including the road surface, and outputs the collected information to the driving assistance device 20. Based on the peripheral information collected by the imaging unit 16, the driving assistance device 20 can detect the presence or absence of obstacles, etc., around the vehicle 10 and the positions of those obstacles. Based on the peripheral information collected by the imaging unit 16, the driving assistance device 20 can also detect parking spaces around the vehicle 10 and the positions of those parking spaces.

The imaging unit 16a is provided in the center in the left-right direction of the front end of the vehicle body 12, for example, in the front bumper. The imaging unit 16a collects captured images of the area in front of the vehicle 10 as peripheral information. The imaging unit 16b is provided in the center in the left-right direction of the rear end of the vehicle body 12, for example, in the rear bumper. The imaging unit 16b collects captured images of the area behind the vehicle 10 as peripheral information.

The imaging unit 16c is provided in the center in the longitudinal direction of the left end of the vehicle body 12, for example, on the left side mirror. The imaging unit 16c collects captured images of the area to the left of the vehicle 10 as peripheral information. The imaging unit 16d is provided in the center in the longitudinal direction of the right end of the vehicle body 12, for example, on the right side mirror. The imaging unit 16d collects captured images of the area to the right of the vehicle 10 as peripheral information.

(Example of a driving assistance system configuration)
2 is a block diagram showing an example of the overall configuration of the driving assistance system 200 according to the embodiment. The driving assistance system 200 is mounted on, for example, the vehicle 10, and remotely performs driving assistance such as entering or leaving a parking space for the vehicle 10 when the driver has dismounted from the vehicle 10.

As shown in FIG. 2, the driving assistance system 200 includes a driving assistance device 20, a monitor device 30, a braking system 40, an acceleration system 50, a steering system 60, a gear shift system 70, a vehicle speed sensor 83, a distance measurement unit 14, and an imaging unit 16. These components are connected to each other via an in-vehicle network NT so that they can send and receive information.

The in-vehicle network NT includes, for example, a CAN (Controller Area Network) and a LIN (Local Interconnect Network). The in-vehicle network NT may be included as part of the driving assistance system 200.

The driving assistance system 200 is also connected to a mobile terminal 100 carried by a user, such as the driver of the vehicle 10, via a wireless line such as the Internet so that information can be sent and received between them.

The driving assistance device 20 is configured as a microcomputer such as an ECU (Electronic Control Unit) and provides driving assistance for the vehicle 10.

The driving assistance device 20 includes a CPU (Central Processing Unit) 21, a communication control circuit 22, a display control circuit 23, a solid state drive (SSD) 24, a read only memory (ROM) 25, and a random access memory (RAM) 26. The CPU 21, the ROM 25, and the RAM 26 may be integrated in the same package.

The CPU 21 is an example of a hardware processor that reads out a program stored in a non-volatile storage device such as the ROM 25, and executes various types of calculation processing and control according to this program.

The ROM 25 stores various programs and parameters necessary for executing the programs. The RAM 26 temporarily stores various data used in calculations by the CPU 21. The SSD 24 is a rewritable non-volatile storage device that retains data even when the driving assistance device 20 is powered off.

The communication control circuit 22 mainly executes the processing related to sending and receiving information with the mobile terminal 100 among the arithmetic processing performed by the driving assistance device 20. The display control circuit 23 mainly executes the image processing of the images obtained by the imaging unit 16, data conversion of the images to be displayed on the display unit 31 (described later) of the monitor device 30, and the like among the arithmetic processing performed by the driving assistance device 20.

The braking system 40 has a braking unit 41, a braking control unit 42, and a braking unit sensor 43, and controls the deceleration of the vehicle 10.

The braking unit 41 is a device including, for example, a brake and a brake pedal, and decelerates the vehicle 10. The braking control unit 42 is, for example, a microcomputer having a hardware processor such as a CPU. The braking control unit 42 controls the braking unit 41 based on instructions from the driving assistance device 20 to control the deceleration of the vehicle 10. The braking unit sensor 43 is, for example, a position sensor, and detects the position of the brake pedal included in the braking unit 41. The braking unit sensor 43 outputs the detected brake pedal position to the in-vehicle network NT.

The acceleration system 50 has an acceleration unit 51, an acceleration control unit 52, and an acceleration sensor 53, and controls the acceleration of the vehicle 10.

The acceleration unit 51 is a device including, for example, an accelerator pedal, and accelerates the vehicle 10. The acceleration control unit 52 is, for example, a microcomputer having a hardware processor such as a CPU. The acceleration control unit 52 controls the acceleration unit 51 based on instructions from the driving assistance device 20 to control the acceleration of the vehicle 10. The acceleration sensor 53 is, for example, a position sensor, and detects the position of the accelerator pedal included in the acceleration unit 51. The acceleration sensor 53 outputs the detected accelerator pedal position to the in-vehicle network NT.

The steering system 60 has a steering unit 61, a steering control unit 62, and a steering unit sensor 63, and controls the direction of travel of the vehicle 10.

The steering unit 61 is a device including, for example, a steering wheel, and steers the steered wheels of the vehicle 10 to steer the traveling direction of the vehicle 10. The steering control unit 62 is a microcomputer including, for example, a hardware processor such as a CPU. The steering control unit 62 controls the steering unit 61 based on instructions from the driving assistance device 20 to control the traveling direction of the vehicle 10. The steering unit sensor 63 is an angle sensor including, for example, a Hall element, and detects the steering angle, which is the rotation angle of the steering unit 61. The steering unit sensor 63 outputs the detected steering angle of the steering unit 61 to the in-vehicle network NT.

The gear shift system 70 has a gear shift unit 71, a gear shift control unit 72, and a gear shift unit sensor 73, and controls the gear ratio of the vehicle 10.

The gear shift unit 71 is a device including, for example, a shift lever and the like, and changes the gear ratio of the vehicle 10. The gear shift control unit 72 is a microcomputer having a hardware processor such as a CPU. The gear shift control unit 72 controls the gear shift unit 71 based on instructions from the driving assistance device 20 to control the gear ratio of the vehicle 10. The gear shift unit sensor 73 is, for example, a position sensor, and detects the position of the shift lever included in the gear shift unit 71. The gear shift unit sensor 73 outputs the detected position of the shift lever to the in-vehicle network NT.

The vehicle speed sensor 83 has, for example, a Hall element provided near the wheels 13 of the vehicle 10, and detects the amount of rotation or the number of rotations per unit time of the wheels 13. The vehicle speed sensor 83 outputs the number of wheel speed pulses indicating the detected amount of rotation or number of rotations to the in-vehicle network NT as a sensor value for calculating the speed (vehicle speed) of the vehicle 10. The driving assistance device 20 can calculate the speed and movement amount, etc. of the vehicle 10 based on the sensor value acquired from the vehicle speed sensor 83.

The monitor device 30 is provided on the dashboard or the like inside the vehicle 10 and has a display unit 31 and an input unit 32.

The display unit 31 is a display device such as a liquid crystal display (LCD) or an organic electroluminescent display (OELD). The display unit 31 displays, for example, an image based on image data transmitted by the driving assistance device 20, and an image that accepts an operation instruction to switch between automatic driving and manual driving.

The input unit 32 is, for example, a touch panel provided on the display screen of the display unit 31. The input unit 32 is configured to be transparent to the contents displayed on the display screen of the display unit 31. This allows the input unit 32 to allow the occupant to visually recognize the display contents of the display unit 31.

The input unit 32 receives instructions input by the occupant touching a position corresponding to the display content of the display unit 31, and transmits the instructions to the driving assistance device 20 via the in-vehicle network NT. Note that the input unit 32 is not limited to a touch panel, and may be a hard switch such as a push button.

The mobile terminal 100 is a computer including a CPU 111, a communication control circuit 112, an input/output control circuit 113, an SSD 114, a ROM 115, and a RAM 116. The mobile terminal 100 also includes an output unit 117 and an input unit 118. The mobile terminal 100 is held by a user such as a driver of the vehicle 10, and is configured to be portable by the user. As an example, the mobile terminal 100 may be a smartphone, a mobile phone, a tablet terminal, etc.

The CPU 111 is an example of a hardware processor that reads out a program stored in a non-volatile storage device such as the ROM 115, and executes various types of calculations and control according to the program.

The ROM 115 stores various programs and parameters necessary for executing the programs. The RAM 116 temporarily stores various data used in calculations by the CPU 11. The SSD 114 is a rewritable non-volatile storage device that retains data even when the mobile terminal 100 is powered off.

The communication control circuit 112 executes the computational processing performed by the mobile terminal 100, mainly processing related to sending and receiving information with the driving assistance device 20. The input/output control circuit 113 outputs information and notifications related to driving assistance from the driving assistance device 20 that the communication control circuit 112 receives to the output unit 117. The input/output control circuit 113 also accepts operation contents input from the input unit 118, and transmits them from the communication control circuit 112 to the driving assistance device 20.

The output unit 117 is a display device such as a liquid crystal display or an organic EL display. The output unit 117 displays, for example, an image based on image data transmitted by the driving assistance device 20, and an image that accepts an operation instruction related to driving assistance. The output unit 117 may include a speaker or the like that can output a sound or an alarm, etc.

The input unit 118 is, for example, a touch panel or the like provided on the output unit 117, which is a display device or the like. The input unit 118 accepts instructions input by the user touching a position corresponding to the display content of the display device. The input unit 118 may also be equipped with push button type hard switches such as a keyboard.

FIG. 3 is a block diagram showing an example of the functional configuration of the driving assistance device 20 according to the embodiment. As shown in FIG. 3, the driving assistance device 20 includes a display control unit 201, a notification generation unit 202, a transmission/reception unit 203, an acquisition unit 204, a detection unit 205, a road width calculation unit 206, a route calculation unit 207, and a movement control unit 208 as functional units.

These functional units are realized, for example, by the above-mentioned CPU 21 reading out a program stored in a storage device such as the ROM 25 and executing the program. Alternatively, they are realized by the communication control circuit 22, the display control circuit 23, the SSD 24, etc. operating under the control of the CPU 21 according to the program.

In addition, some or all of these functional units may be configured by hardware such as circuits including ASICs (Application Specific Integrated Circuits).

The display control unit 201 generates the content to be displayed on the display unit 31 of the monitor device 30, and causes the display unit 31 to display the content. That is, the display control unit 201 causes the display unit 31 to display, for example, a notification screen that a parking area in which the vehicle 10 can be parked has been detected, a selection screen for starting, pausing, or canceling driving assistance, an image of the surroundings of the vehicle 10 during driving assistance, and the like.

The notification generation unit 202 generates notifications regarding driving assistance to be sent to the mobile device 100. In other words, the notification generation unit 202 generates notification content for the user, such as starting, interrupting, or stopping driving assistance.

The transmission/reception unit 203 transmits and receives information to and from the mobile terminal 100. That is, the transmission/reception unit 203 receives, for example, location information of the mobile terminal 100 from the mobile terminal 100. The location information of the mobile terminal 100 is information indicating the location of the mobile terminal 100, such as radio waves emitted by the mobile terminal 100 or an operation signal of the mobile terminal 100 by the user. The transmission/reception unit 203 also transmits the notification generated by the notification generation unit 202 to the mobile terminal 100. The transmission/reception unit 203 also receives, from the mobile terminal 100, operation instructions from the user in response to the transmitted notification, etc.

The acquisition unit 204 acquires information about the surroundings of the vehicle 10 by acquiring sonic wave transmission and reception information from the distance measurement unit 14 and captured images of the surroundings of the vehicle 10 from the imaging unit 16.

The detection unit 205 detects obstacles, parking spaces, parking areas, etc. around the vehicle 10 based on the surrounding information acquired by the acquisition unit 204.

Obstacles may be various objects such as other vehicles, walls, pillars, fences, protrusions, steps, wheel chocks, etc. Obstacles may also be, for example, people walking in a parking lot, or a driver who has dismounted from the vehicle 10 during remote driving assistance.

A parking space is an area provided for parking the vehicle 10, and is defined by, for example, a partition line, a frame line, a straight line, a strip, a step, etc. A parking area is a parking space in which the vehicle 10 can be parked, that is, a parking space that does not contain any obstacles, such as other vehicles, that would impede the parking of the vehicle 10. In assisting the vehicle 10 in leaving the parking lot, the parking space in which the vehicle 10 is parked is sometimes called the parking area.

The detection unit 205 detects the presence or absence of an obstacle, the distance from the vehicle 10 to the obstacle, etc., based on, for example, the detection result of the distance measurement unit 14. The detection unit 205 also detects the presence or absence of an obstacle, the parking space, their positions (orientations) relative to the vehicle 10, as well as their shapes, sizes, heights, etc., by, for example, image processing based on the image captured by the imaging unit 16.

By combining these detection results, the detection unit 205 extracts information such as whether there is an obstacle around the vehicle 10, whether the obstacle may interfere with the driving of the vehicle 10, whether there is a parking space around the vehicle 10, whether it is possible to park the vehicle 10 in the parking space, i.e., whether it can be used as a parking area, etc.

The road width calculation unit 206 calculates the width of the road on which the vehicle 10 can move during driving assistance. More specifically, the road width calculation unit 206 calculates a boundary line that extends in a predetermined direction on the side of the parking area detected by the detection unit 205. The road width calculation unit 206 also calculates another boundary line that extends in the same direction as the boundary line on the side opposite the parking area. The road width calculation unit 206 also determines the area between these boundary lines to be the road width.

In addition, the road width calculation unit 206 recalculates the road width when, for example, a new obstacle is detected by the detection unit 205 even after driving assistance has started. More specifically, when a new obstacle is detected at a predetermined position within the above two boundary lines, the road width calculation unit 206 recalculates the boundary line facing the parking area based on the new obstacle at a predetermined timing, and updates the road width accordingly.

The route calculation unit 207 calculates a target position to which the vehicle 10 is to be guided based on the detection result by the detection unit 205, and calculates a travel route for moving the vehicle 10 to the target position.

When parking (entering) the vehicle 10, the parking area detected by the detection unit 205 becomes the target position. When exiting the vehicle 10 from a parking space, the target position becomes a predetermined location from which the vehicle 10 can safely start traveling, such as an aisle between multiple parking spaces.

The route calculation unit 207 may also calculate a turning position as necessary. One or more turning positions are set when parking or leaving the parking lot is difficult after a single back or forward movement, etc.

The route calculation unit 207 calculates a movement route of the vehicle 10 from the starting position of the vehicle 10 to the target position in order to guide the vehicle 10 to the target position calculated as described above. The starting position of the vehicle 10 is the position of the vehicle 10 at the time when the driver or the like selects driving assistance. The movement route may also include a turning position as described above. In this case, the route calculation unit 207 calculates a movement route from the starting position of the vehicle 10 to the target position via the turning position.

Here, the route calculation unit 207 calculates a travel route so as to pass through the parking area detected by the detection unit 205 and the area within the two boundary lines calculated by the road width calculation unit 206. In other words, when calculating the travel route, the route calculation unit 207 ensures that the travel route does not deviate from the parking area and the area within the two boundary lines.

The route calculation unit 207 calculates a movement route for parking, such as reverse parking, forward parking, parallel parking by reverse, and parallel parking by forward. The route calculation unit 207 also calculates a movement route for leaving, such as forward exit, backward exit, parallel exit by forward, and parallel exit by reverse.

When assisting the driving of the vehicle 10, the movement control unit 208 controls each part of the vehicle 10 to move the vehicle 10. Specifically, the movement control unit 208 controls all or part of the braking system 40, acceleration system 50, steering system 60, and gear shift system 70 to move the vehicle 10 to the target position according to the movement path. At this time, the movement control unit 208 moves the vehicle 10 while receiving feedback from each sensor, such as the braking unit sensor 43, acceleration unit sensor 53, steering unit sensor 63, gear shift unit sensor 73, and vehicle speed sensor 83.

(Example of road width calculation for driving assistance device)
Next, the function of calculating the road width 300 by the road width calculation unit 206 of the driving assistance device 20 will be described with reference to FIG.

Figure 4 is a schematic diagram illustrating several examples in which the driving assistance device 20 of the embodiment calculates the road width 300. Figure 4 shows examples in which the road width calculation unit 206 calculates the road width 300 in the cases of reverse/forward parking, forward/backward exit, parallel parking, and parallel exit.

As shown in FIG. 4, when driving assistance is started, the detection unit 205 of the driving assistance device 20 acquires information about the surroundings of the vehicle 10 from the distance measurement unit 14 and the imaging unit 16, and selects a parking area PA from the detected parking spaces. In parking assistance, the detection unit 205 detects, for example, an empty parking space as a parking area PA where the vehicle 10 can be parked. In leaving assistance, the detection unit 205 detects, for example, the parking space in which the vehicle 10 is currently parked as the parking area PA.

In the example of FIG. 4, multiple obstacles 91-93 are detected on the opposite side of the parking area PA across the vehicle 10. If the parking area PA faces a road, these obstacles 91-93 are some kind of object that constitutes one end of the road, such as a building wall, utility pole, or curb facing the parking area PA across the road. If the parking area PA is in a parking lot, these obstacles 91-93 may be other parked vehicles or wheel chocks in a parking section located on the opposite side of the aisle from the detected parking area PA.

When performing driving assistance to park the vehicle 10 in reverse/forward parking, the vehicle 10 is initially parked, for example, outside the parking area PA, near the end PAv on the entrance/exit side of the parking area PA. The end PAv on the entrance/exit side of the parking area PA is the end on the side from which the vehicle 10 enters or exits when parking or leaving the parking area PA, as indicated by the arrows pointing up and down in the figure.

At this time, the orientation of the vehicle 10 is approximately perpendicular to the depth of the parking area PA, i.e., the parking direction. With this position as the starting position, the vehicle 10 can be driven backward or forward to enter the parking area PA from the end PAv on the entrance/exit side of the parking area PA, and parked along the depth direction of the parking area PA.

When providing driving assistance to move the vehicle 10 forward/backward to leave the parking area, the vehicle 10 is initially parked, for example, in the parking area PA. At this time, the front or rear end of the vehicle 10 faces the end PAv of the parking area PA on the entrance/exit side. With this position as the starting position, the vehicle 10 can be moved forward or backward through the end PAv of the parking area PA on the entrance/exit side to the outside of the parking area PA, and can be allowed to leave the parking area PA.

When driving assistance is started for reversing/forward parking or forward/backward exiting the vehicle 10, the road width calculation unit 206 calculates a boundary line 301 as a first boundary line that includes the end PAv on the entrance/exit side of the parking area PA detected by the detection unit 205 and extends parallel to the end PAv of the parking area PA.

The road width calculation unit 206 also calculates a boundary line 302 as a second boundary line that includes the vehicle 10-side ends of the obstacles 91-93 that face the entrance/exit end PAv of the parking area PA and extends parallel to the end PAv of the parking area PA. In other words, the boundary line 302 extends parallel to the boundary line 301 on the parking area side.

As in the example of Figure 4, when there are multiple obstacles 91-93 facing the end PAv on the entrance/exit side of the parking area PA, the boundary line 302 is calculated to include the end on the vehicle 10 side of obstacle 92, which is the first obstacle and is the closest obstacle to the vehicle 10.

The road width calculation unit 206 also determines the area between these boundary lines 301, 302 as the road width 300 within which the vehicle 10 can move during driving assistance. As described above, the path calculation unit 207 calculates the movement path of the vehicle 10 so as not to leave the area between the boundary lines 301, 302 and the parking area PA. This makes it possible to set a movement path that effectively utilizes the road width 300 while avoiding the obstacles 91-93.

When parallel parking is performed by backing up the vehicle 10, the end of the parking area PA on the entrance/exit side is the end PAs with arrows pointing diagonally upward to the left and diagonally downward to the right in the figure. When parallel parking is performed by driving forward the end of the parking area PA on the entrance/exit side is the end PAs with arrows pointing diagonally upward to the right and diagonally downward to the left in the figure, which is the same end as when parallel parking is performed by backing up.

When performing driving assistance to park the vehicle 10 in parallel parking by moving forward or backward, the vehicle 10 is initially parked, for example, outside the parking area PA, near the end PAs on the entrance/exit side of the parking area PA. The orientation of the vehicle 10 at this time is approximately parallel to the depth of the parking area PA, i.e., the parking direction.

With this position as the starting position, the vehicle 10 can be driven backward or forward to enter the parking area PA diagonally from one of the depth directions of the end portion PAs on the entrance/exit side of the parking area PA, and parked along the depth direction of the parking area PA.

When the vehicle 10 is driven forward or backward to exit the parking lot in parallel, and when the vehicle 10 is driven backward to exit the parking lot in parallel, the end PAs of the parking area PA on the entrance/exit side is the same end as in the case of parallel parking.

When driving assistance is provided to allow the vehicle 10 to move forward or backward in a parallel exit direction, the vehicle 10 is parked in the parking area PA with its front end facing one side in the depth direction of the end PAs on the entrance/exit side of the parking area PA, and its rear end facing the other side.

With this position as the starting position, the vehicle 10 can be moved diagonally from one side in the depth direction of the end PAs on the entrance/exit side of the parking area PA to the outside of the parking area PA by moving backward or forward, and can be exited from the parking area PA.

When the vehicle 10 is to be parked or pulled out in parallel, when driving assistance is started, the road width calculation unit 206 calculates a boundary line 301 as a first boundary line that includes the end PAs of the parking area PA on the entrance/exit side and extends parallel to the end PAs of the parking area PA.

The road width calculation unit 206 also calculates boundary line 302 as a second boundary line extending in a direction parallel to the end PAs of the parking area PA on the entrance/exit side and boundary line 301, including the end on the vehicle 10 side of obstacle 92 that is closest to the vehicle 10 among obstacles 91-93 facing the end PAs of the parking area PA on the entrance/exit side.

The road width calculation unit 206 also determines the area between these boundaries 301 and 302 as the road width 300 on which the vehicle 10 can move during driving assistance.

In this way, the road width calculation unit 206 calculates the boundary lines 301, 302 and road width 300 as appropriate in any of the following cases: reverse/forward parking, forward/backward exit, parallel parking by reverse or forward, and parallel exit by forward or backward. As described above, the boundary line 302 calculated at the start of driving assistance can be updated as appropriate when a new obstacle is detected.

(Example of operation of driving support device)
Next, an example of the operation of the driving assistance device 20 when performing driving assistance for the vehicle 10 will be described with reference to Figures 5 to 11. Figures 5 to 9 are schematic diagrams for explaining an example of the operation of parking assistance by the driving assistance device 20 according to the embodiment.

As shown in FIG. 5, in a parking lot or the like where multiple parking spaces are lined up, one parking space is vacant, sandwiched between two parking spaces in which other vehicles 94 and 95 are parked. In addition, assume that multiple obstacles 91 to 93 exist on the opposite side of the parking space, sandwiching the vehicle 10 therebetween.

The detection unit 205 of the driving assistance device 20 mounted on the vehicle 10 detects multiple obstacles 91-93. The detection unit 205 also detects, from among multiple parking spaces, for example, a parking space that is vacant, as a parking area PA in which the vehicle 10 can be parked. The display control unit 201 of the driving assistance device 20 causes the display unit 31 of the monitor device 30 to display a selection screen that allows the driver or the like to select whether or not to start driving assistance.

As shown in FIG. 6, assume that the driver selects the start of driving assistance on the monitor device 30, and then gets off the vehicle 10 while carrying the mobile terminal 100.

The transmitter/receiver 203 of the driving assistance device 20 receives location information such as radio waves or operation signals transmitted from the mobile terminal 100 and detects that the mobile terminal 100 has moved outside the vehicle 10. After the driver selects the start of driving assistance, the driving assistance device 20 starts driving assistance when it detects that the mobile terminal 100 has moved outside the vehicle 10.

At this time, the notification generation unit 202 may generate a notification such as "driving assistance started", and the transmission/reception unit 203 may transmit the notification to the mobile terminal 100 and display it on the display device of the mobile terminal 100.

The road width calculation unit 206 of the driving assistance device 20 calculates the boundary lines 301, 302 and the road width 300, for example, in the same manner as in the case of reverse parking in FIG. 4 described above. The road width calculation unit 206 also sets a predetermined area around the vehicle 10 as the detection area 310.

The detection area 310 is set on the boundary line 302 side of the vehicle 10 in the traveling direction of the vehicle 10, and when a new obstacle is detected within this detection area 310 during driving assistance, the road width calculation unit 206 uses this as a criterion for determining whether or not to update the boundary line 302 and road width 300.

As shown in FIG. 7, the route calculation unit 207 of the driving assistance device 20 calculates a travel route TR from the current position of the vehicle 10 to the parking area PA. In the example of FIG. 7, travel routes TRa and TRb that include two turns are calculated.

The travel route TRa is a route shown by a solid line in the figure, which runs from the starting position PP, which is the current position of the vehicle 10, through the first turning position SPa in the forward direction of the vehicle 10, to the provisional position DPt in the backward direction of the vehicle 10 that has reached the turning position SPa. The travel route TRb is a route shown by a dashed line in the figure, which runs from the provisional position DPt, through the second turning position SPb in the forward direction of the vehicle 10, to the target position DPf located within the parking area PA in the backward direction of the vehicle 10 that has reached the turning position SPb.

The path calculation unit 207 calculates the movement paths TRa, TRb, including the turning positions SPa, SPb, the temporary position DPt, and the target position DPf, so that the entire movement paths TRa, TRb are within the area between the boundary lines 301, 302 and the parking area PA.

The movement control unit 208 of the driving assistance device 20 moves the vehicle 10 on the movement routes TRa, TRb according to the calculation results of the route calculation unit 207. At this time, the notification generation unit 202 generates a notification such as "driving assistance in progress" indicating that the vehicle 10 is currently receiving driving assistance, and the transmission/reception unit 203 may transmit the notification to the mobile terminal 100 and display it on the display device of the mobile terminal 100.

Figure 7 shows the vehicle 10 moving forward on the travel path TRa, moving from the starting position PP to the first turning position SPa, and then moving backward on the travel path TRa toward the temporary position DPt. Therefore, the road width calculation unit 206 moves the position of the detection area 310, which was set on the boundary line 302 side in front of the vehicle 10, to the boundary line 302 side relative to the vehicle 10 in the direction of travel of the vehicle 10, behind the vehicle 10, which is the new direction of travel of the vehicle 10.

As a result, in the example of Figure 7, the driver who has dismounted from the vehicle 10 is detected as an obstacle within the detection area 310.

As shown in FIG. 8, when the detection unit 205 detects an obstacle as a second obstacle within the detection area 310, the road width calculation unit 206 sets a boundary line 302m having a protruding portion 302p that protrudes a part of the boundary line 302 near the obstacle toward the obstacle, and incorporates the obstacle into the boundary line 302. As a result, the obstacle that was in the area between the boundaries 301 and 320 is excluded and moved to the area outside the boundary line 302m.

In the example of FIG. 8, of the initially calculated travel routes TRa and TRb, the travel routes TRa and TRb along which the vehicle 10 will now travel are within the newly set boundaries 301 and 302 m. Therefore, the travel control unit 208 continues the movement of the vehicle 10 on the travel route TRa.

As shown in FIG. 9, the vehicle 10 has moved backward from the first turning position SPa along the remaining travel path TRa to the temporary position DPt, and is now about to move forward along the travel path TRb toward the second turning position SP.

For example, when the vehicle 10 shifts from reverse to forward, or from forward to reverse, the road width calculation unit 206 determines whether the obstacle detected in the detection area 310 in FIG. 7 is still being detected.

In this way, the road width calculation unit 206 checks the obstacle status again at a predetermined timing, such as when the direction of travel of the vehicle 10 changes during driving assistance. In addition to the above timing, such a predetermined timing may be, for example, when a predetermined time has elapsed since the driver or the like gave an instruction to start driving assistance.

In the example of FIG. 9, the driver, who initially remained at the disembarkation position, moves to a position away from the vehicle 10. When an obstacle is no longer detected at a predetermined timing like this, the road width calculation unit 206 returns the boundary line 302m to the original boundary line 302 that does not have the protruding portion 302p. Thereafter, the movement control unit 208 continues the movement of the vehicle 10 on the movement route TRb, and completes parking of the vehicle 10 in the parking area PA, which is the target position DPf.

On the other hand, during driving assistance, there may be cases where an obstacle other than the driver is detected within the detection area 310 set for the vehicle 10. Such cases are shown in Figures 10 and 11.

Figures 10 and 11 are schematic diagrams illustrating other examples of parking assistance operations performed by the driving assistance device 20 according to the embodiment.

As shown in FIG. 10, assume that another vehicle 96 stops near the boundary line 302 calculated by the road width calculation unit 206 of the vehicle 10 while the vehicle 10 is being assisted in driving into the parking area PA. As a result, assume that the stopped vehicle 96 is detected within the detection area 310 of the vehicle 10 that has moved to, for example, the first turning position SPa (see FIG. 7 and FIG. 8) described above.

In this case, the road width calculation unit 206 sets a boundary line 302m having a protruding portion 302p that protrudes a portion of the boundary line 302 near the vehicle 96 (the second obstacle) toward the vehicle 96. As a result, the vehicle 96 that was in the area between the boundaries 301 and 320 is excluded from the area outside the boundary line 302m.

In addition, in FIG. 10, after the detection of the vehicle 96, the vehicle 10 continues to move from the turning position SPa to the temporary position DPt, and is about to start moving forward toward the second turning position SPb. At this timing, the vehicle 96 is still parked at the position that was initially detected.

Because vehicle 96 is still being detected as an obstacle, road width calculation unit 206 calculates boundary line 303 as a third boundary line that includes the end of vehicle 96 on the vehicle 10 side and extends parallel to the end of the entrance/exit side of parking area PA and boundary line 301, and sets the area between newly calculated boundary line 303 and initially calculated boundary line 301 as the new road width 300n.

In the example of FIG. 10, of the initially calculated travel routes TRa and TRb, a portion of the travel route TRb along which the vehicle 10 will now travel is outside the newly set boundary lines 301 and 303. Therefore, the route calculation unit 207 calculates a new travel route so that it falls within the area between the boundary lines 301 and 303 and the parking area PA.

If a new travel route cannot be calculated because the road width 300n has become too narrow, for example, the driving assistance device 20 will stop (cancel) driving assistance since it will be difficult to guide the vehicle 10 to the target position DPf.

When driving assistance is stopped, the notification generation unit 202 generates a notification to inform the user of the mobile terminal 100 that driving assistance has been stopped. The transmission/reception unit 203 transmits the notification to the mobile terminal 100 and displays it on the display device of the mobile terminal 100.

In the above examples of Figures 5 to 11, the driving assistance device 20 has been described as providing driving assistance through reverse parking. However, the driving assistance device 20 also provides driving assistance for the vehicle 10 in the same manner in cases of forward parking, forward or reverse exit, reverse or forward parallel parking, or forward or reverse parallel exit.

(Example of processing by driving support device)
Next, an example of the driving assistance process by the driving assistance device 20 according to the embodiment will be described with reference to Fig. 12. Fig. 12 is a flow diagram showing an example of the procedure of the driving assistance process by the driving assistance device 20 according to the embodiment.

As shown in FIG. 12, when a selection is made to perform driving assistance from the input unit 32 of the monitor device 30 (step S101), the transmission/reception unit 203 acquires location information from the mobile terminal 100 (step S102) and determines whether the mobile terminal 100 has moved outside the vehicle 10 (step S103). The transmission/reception unit 203 continues acquiring location information (step S102) until it is detected that the mobile terminal 100 has moved outside the vehicle 10 (step S103: No).

When it is detected that the mobile terminal 100 has moved outside the vehicle 10 (step S103: Yes), the acquisition unit 204 of the driving assistance device 20 acquires information about the surroundings of the vehicle 10 from the distance measurement unit 14 and the imaging unit 16, and the detection unit 205 performs various detection processes required for driving assistance (step S104).

Specifically, the detection unit 205 detects the presence or absence of obstacles around the vehicle 10 based on the acquired surrounding information of the vehicle 10, and detects the parking area PA or a position where the vehicle 10 can be parked after leaving the parking area PA, depending on the content of the selected driving assistance.

Note that the acquisition of surrounding information by the acquisition unit 204 and various detections by the detection unit 205 may be started before this timing. The acquisition unit 204 continues acquiring surrounding information at least until the driving assistance processing is completed. The detection unit 205 continues various detection processes necessary for driving assistance, such as detecting obstacles around the vehicle 10, at least until the driving assistance processing is completed.

Based on the detection result by the detection unit 205, the road width calculation unit 206 sets a boundary line 301 on the parking area PA side, sets a boundary line 302 on the side opposite the parking area PA, and calculates the area between the boundary lines 301 and 302 as the road width 300 (step S105).

Based on the detection result by the detection unit 205, the route calculation unit 207 calculates a target position DPf, such as a predetermined position within the parking area PA or a stopping position of the vehicle 10 after leaving the parking area PA, and calculates a travel route TR from the starting position PP of the vehicle 10 to the target position DPf, possibly via the turning position SP (step S106).

The movement control unit 208 controls the movement of the vehicle 10 according to the movement route TR calculated by the route calculation unit 207 (step S107).

During driving assistance for the vehicle 10, the movement control unit 208 monitors whether an obstacle has been detected near the vehicle 10 moving on the movement route TR based on the detection result of the detection unit 205, and also monitors whether an obstacle has been detected within the detection area 310 set for the vehicle 10 (step S108).

If no obstacle is detected (step S108: No), the movement control unit 208 continues the movement of the vehicle 10 on the movement route TR (step S107) until the vehicle 10 reaches the target position DPf (step S116: No).

If an obstacle is detected near the vehicle 10 moving on the travel route TR or within the detection area 310 (step S108: Yes), the travel control unit 208 determines whether there is a risk of collision with the obstacle even if the vehicle 10 is moved while maintaining the initially calculated travel route TR (step S109).

If it is difficult to maintain the travel route TR (step S109: No), the route calculation unit 207 determines whether it is possible to recalculate a travel route that avoids the newly detected obstacle (step S115). If it is possible to recalculate the travel route (step S115: Yes), the route calculation unit 207 sets the current position of the vehicle 10 as a new starting position, recalculates the target position and the travel route of the vehicle 10, and repeats the processing from step S106 onwards. If it is difficult to recalculate the travel route (step S115: Yes), the driving assistance device 20 stops driving assistance.

If it is possible to maintain the travel route TR (step S109: Yes), the road width calculation unit 206 determines whether the newly detected obstacle is located within the detection area 310 set for the vehicle 10 (step S110). If the obstacle is located outside the detection area 310 (step S110: No), the travel control unit 208 continues the movement of the vehicle 10 on the travel route TR (step S107) until the vehicle 10 reaches the target position DPf (step S116: No).

If an obstacle is present within the detection area 310 (step S110: Yes), the road width calculation unit 206 resets the boundary line 302 on the side facing the parking area PA to a boundary line 302m that includes a protrusion 302p that captures the obstacle (step S111).

The road width calculation unit 206 also determines whether a predetermined timing has occurred, such as when the direction of travel of the vehicle 10 traveling on the travel route TR changes, or when a certain amount of time has elapsed since the instruction to start driving assistance was issued (step S112). The road width calculation unit 206 waits until the predetermined timing has occurred (step S112: No).

When the predetermined timing is reached (step S112: Yes), the road width calculation unit 206 determines whether the obstacle detected in the processing of step S108 is still being detected (step S113). If the obstacle is no longer detected (step S113: No), the movement control unit 208 continues to move the vehicle 10 on the movement route TR (step S107) until the vehicle 10 reaches the target position DPf (step S116: No).

If an obstacle is still being detected at the specified timing (step S113: Yes), the road width calculation unit 206 calculates a boundary line 303 including the end of the obstacle on the vehicle 10 side instead of the boundary line 302m including the protruding portion 302p, and resets the area between the boundaries 301, 303 as the new road width 300n (step S114).

If the route calculation unit 207 is able to recalculate the travel route based on the re-set road width 300n (step S115: Yes), it repeats the processing from step S106 onwards, and if it is difficult to recalculate the travel route (step S115: Yes), the driving assistance device 20 stops driving assistance.

When the vehicle 10 reaches the target position DPf (step S116: Yes), or when driving assistance is stopped for any of the above reasons (step S115: No), the driving assistance device 20 ends the driving assistance.

This completes the driving assistance process by the driving assistance device 20 of the embodiment.

(Summary)
The driving assistance device performs driving assistance for the vehicle based on surrounding information of the vehicle from various sensors such as a distance measuring unit, an image capturing unit, etc. In recent years, there has been progress in the development of a driving assistance device that remotely assists the vehicle in entering or leaving a parking area while the driver is out of the vehicle.

The driving assistance device also sets the width of the road on which the vehicle can move, for example based on obstacles around the vehicle, and guides the vehicle along a route that passes through that area.

However, in remote driving assistance, a driver who has dismounted may be detected as an obstacle around the vehicle, and the road width may be set based on the driver. In such cases, the road width may be set unnecessarily narrow, and the vehicle may have to turn around multiple times to guide it to the target location, or it may become impossible to guide the vehicle to the target location, causing driving assistance to be discontinued.

If a new sensor were to be installed in the vehicle to avoid this, for example to distinguish the driver from an obstacle, the system configuration would become complicated, system control would become cumbersome, and the cost of the driving assistance device would increase.

According to the driving assistance device 20 of the embodiment, after driving assistance is started, if a new obstacle is detected inside the boundary lines 301, 302 and within the detection area 310 set on the boundary line 302 side relative to the vehicle 10 in the traveling direction of the vehicle 10, and the above obstacle continues to be detected at the time when the vehicle 10 moving on the travel route TR reaches a predetermined timing, the area between the boundary line 303 including the end of the above obstacle on the vehicle 10 side and the boundary line 301 is calculated as the new road width 300n.

As a result, if the obstacle is a driver or the like who has dismounted from the vehicle 10, the boundary line is prevented from being inadvertently re-established based on the driver, thereby narrowing the road width. Furthermore, if the obstacle is a driver or the like, it is unlikely that the driver will continue to remain in the vicinity of the vehicle 10 while it is moving due to driving assistance. For this reason, by maintaining the initially calculated boundary line 302 until a specified time, it is more likely that the vehicle 10 can be guided to the target position DPf along the initially calculated travel route TR while maintaining the original road width 300.

Therefore, even if the driver is detected as an obstacle, the suspension of driving assistance can be suppressed. There is no need to introduce new sensors or the like to distinguish between the driver and obstacles, and the configuration and control of the driving assistance device 20 can be simplified while suppressing increases in costs.

In the above embodiment, the driving assistance device 20 is mounted on the vehicle 10, but the driving assistance device 20 does not necessarily have to be mounted on the vehicle 10. For example, the driving assistance device may be located away from the vehicle, acquire information about the surroundings of the vehicle from various sensors, and perform driving assistance for the vehicle remotely.

10...vehicle 14...distance measuring unit 16...imaging unit 20...driving assistance device 91-93...obstacle 100...mobile terminal 201...display control unit 202...notification generation unit 203...transmission/reception unit 204...acquisition unit 205...detection unit 206...road width calculation unit 207...route calculation unit 208...movement control unit 300, 300n...road width 301, 302, 302m, 303...boundary line 310...detection area DPf...target position PA...parking area PAs, PAv...end PP...starting position SP...turning position TR, TRa, TRb...movement route

Claims (8)

A driving assistance device that provides driving assistance to a vehicle having a sensor that collects surrounding information in accordance with an instruction from a terminal carried by a user of the vehicle,
a detection unit that detects obstacles and parking areas around the vehicle based on the surrounding information from the sensor;
a road width calculation unit that calculates an area between a first boundary line that includes an end of the parking area on the entrance/exit side and extends in a predetermined direction, and a second boundary line that includes an end of a first obstacle facing the end of the parking area on the vehicle side and extends in the predetermined direction, as a road width on which the vehicle can move;
a route calculation unit that calculates a movement route of the vehicle from the parking area as a starting position or a target position, through the area between the first and second boundary lines and the parking area, to the target position;
a movement control unit that moves the vehicle along the movement path,
The road width calculation unit
after the start of the driving assistance, if a second obstacle is detected inside the first and second boundary lines and on the second boundary line side with respect to the vehicle in the traveling direction of the vehicle, and the second obstacle continues to be detected at a time when a predetermined timing is reached for the vehicle moving on the travel path, an area sandwiched between a third boundary line including an end of the second obstacle on the vehicle side and extending in the predetermined direction, and the first boundary line is calculated as a new road width;
Driving assistance device. The predetermined direction in which the first and second boundary lines extend is a direction parallel to the end of the parking area on the entrance/exit side.
The driving assistance device according to claim 1 . The predetermined timing for the vehicle moving on the travel path is
The timing at which the vehicle changes from reverse to forward, or the timing at which the vehicle changes from forward to reverse.
The driving assistance device according to claim 1 or 2. The predetermined timing for the vehicle moving on the travel path is
A predetermined time has elapsed after the start of the driving assistance is instructed.
The driving assistance device according to claim 1 or 2. A sensor for collecting surrounding information;
A vehicle equipped with a driving assistance device that provides driving assistance in accordance with instructions from a terminal carried by a user,
The driving assistance device includes:
a detection unit that detects obstacles and parking areas around the vehicle based on the surrounding information from the sensor;
a road width calculation unit that calculates an area between a first boundary line that includes an end of the parking area on the entrance/exit side and extends in a predetermined direction, and a second boundary line that includes an end of a first obstacle facing the end of the parking area on the vehicle side and extends in the predetermined direction, as a road width on which the vehicle can move;
a route calculation unit that calculates a movement route of the vehicle from the parking area as a starting position or a target position, through the area between the first and second boundary lines and the parking area, to the target position;
a movement control unit that moves the vehicle along the movement path,
The road width calculation unit
after the start of the driving assistance, if a second obstacle is detected inside the first and second boundaries and on the second boundary line side with respect to the vehicle in the traveling direction of the vehicle, and the second obstacle continues to be detected at a time when a predetermined timing is reached for the vehicle moving on the travel path, an area sandwiched between a third boundary line including an end of the second obstacle on the vehicle side and extending in the predetermined direction, and the first boundary line is calculated as a new road width;
vehicle. The predetermined direction in which the first and second boundary lines extend is a direction parallel to the end of the parking area on the entrance/exit side.
6. A vehicle as claimed in claim 5. The predetermined timing for the vehicle moving on the travel path is
The timing at which the vehicle changes from reverse to forward, or the timing at which the vehicle changes from forward to reverse.
A vehicle according to claim 5 or claim 6. The predetermined timing for the vehicle moving on the travel path is
A predetermined time has elapsed after the start of the driving assistance is instructed.
A vehicle according to claim 5 or claim 6.

Images